Amateur-built JURCA MJ-5 accident near Madison, Mississippi, December 5, 1998
On December 5, 1998 at about 8:40 pm local time, a amateur-built JURCA MJ-5, registered N9772N, was substantially damaged in an accident near Madison, Mississippi (Bruce Campbell Field). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons. Factors were conditions favorable for the formation of carburetor ice.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 5, 1998 · about 8:40 pm local time
- Place
- Madison, Mississippi · Bruce Campbell Field · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built JURCA MJ-5
- Registration
- N9772N · no longer on the register · serial 175
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the first attempted takeoff, the pilot experienced a rough engine condition and he elected to abort the takeoff. After several minutes of additional engine runup, the pilot attempted a second takeoff. During the second takeoff attempt, the engine developed normal power and the initial climbout was routine. As the airplane accelerated past the departure end of the runway, the engine lost power. The pilot elected to return to the airport for an emergency landing still losing power. The pilot selected an emergency landing area for a forced landing. As the pilot maneuvered for the emergency landing, the airplane collided with trees 300 yards east of the runway, and landed in an upright position. Examination of the accident site disclosed that fuel was recovered from the fuel system. The examination of the fuel system and the engine failed to disclose a mechanical malfunction or component failure. The carburetor heat lever was in cold position. Reviews of the existing weather conditions were favorable for the formation of carburetor ice.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 646 hours in all; 347 in this make and model; 16 in the last 90 days; 10 in the last 30 days; 600 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Airframe total time: 363 hours
- Last inspection: annual inspection; 22 hours since
- Maximum gross weight: 1,650 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-290-D2 (piston); 0 hours total
The flight
- Departed from: MBO MS at 8:30 pm
- Destination: M16 Raymond MS
- Flight plan: none
- Runway 17, 4,444 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 4 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 79°F (26°C), dew point 59°F (15°C)
- Altimeter: 30.00 inHg
- Observation at 8:40 pm from JAN, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.